Internal-combustion engine



Sept. 28 1926. 1,601,448 A. HUTSELL INTERNAL COMBUSTION ENGINE FiledJan. 20. 1923 3 Sheets-Sheet 1 o @lloumu T. A. HUTSELL INTERNALCOMBUSTION ENGINE Sept. 28 1926.

Filed Jan, 20, 1923 3 Sheets-Sheet 5 IIIII/IIIII Patented Sept. 28,1926.

UNITED stares PATENT OFFICE.

THOMAS A. HUTSELL, OF SPOKANE, WASHINGTON, ASSIGNOR TO HUTSELL MOTORCOMPANY, OF SPOKANE, WASHINGTON.

INTERNAL-COMBUSTION ENGINE.

My present invention relates to improvements in internal combustionengines of that type embodying a two cycle operation in which the pumpand motor cylinders and complementary pistons have differential areas.The pistons are of tandem form and the cylinders are arranged in pairswith a tubular connection between the working or motor cylinders of eachpair whereby one cylinder and piston form a pump for compressing andsupplying a fresh fuel charge to the adjacent working or motor cylinderof the engine. The cylinders and pistons thus arranged in pairs form asection of the motor or engine with the cylinders of each portion of asection co-axial and the axes perpendicular to the longitudinal axis ofthe crank shaft of the engine.

The invention contemplates a compact construction of the engine casingand the employment of parallel motor or working cylinders en bloc andfashioned with an integral tubular memberfor establishing com municationbetween the working cylinders at the proper time. Bythis'arrangement ofparts the manufacture of the engine is simplified, economy in cost 'ofthe production is secured, and facility in assembling or dismantling theparts is attained.

By the utilization of specially constructed hollow pistons andarrangement of ports, the incoming fresh charge of fuel is so conveyedas to insure the absorption of heat from the piston head and walls,which exchange of heat not only cools the piston and prevents undueexpansion thereof, but also insures a preliminary expansion. of gas andair in the fuel charge, which condition is desirable for assisting inthe flow or passage of the charge to its working cylinder.

The invention also improves the packing or sealing of the working pistonby the provision of a packing or seal ring in connection with anextension of the working or 59 presence of an excess quantity oflubricatmotor cylinder to elimiate loss of pressureing oil in theworking cylinder results in an incomplete combustion of the charge'inthe cylinder and consequent harmfuleflt'ects on the walls of thecylinder and piston. Such harmful and deleterious consequencesareeliminated by the use of the structure embodied in my invention for thatpurpose.

The invention consists in certain novel' combinations and arrangementsof parts in- 'olving the tandem ordouble piston and cylinderconstructions and arrangements of parts as will hereinafter be morefully pointed out and claimed.

In the accompanying drawings I. have illustrated one complete example ofthe physical embodiment of my invention wherein the parts are combinedand arranged according to the best mode I have thus far devised for thepractical application of the principles of my invention and theinvention as thus exemplified, in actual use, has proven highlyefiicient and satisfactory in operation and under customary workingconditions.

Figure 1 is a vertical, central, sectional view showing a pair ofadjacent, parallel cylinders forming a section of an engine,- with oneof the pistons in section and the other in elevation, together withconnecting parts. Figure 2 is a view illustrating a four cylinder motoror engine of the automobile type, two of the cylinders being shown insection, with one piston in section and a complementary piston inelevation.

Figure 3 is a detail sectional view illustrating one of the coaxialcylinders with differential areas, and Figure 4. is a vertical sectionalview of a complementary tandem or double piston with differential areas.

Figure 5 is a transverse, vertical sectional view through the engine atline 55 of Fig ure 6.

Figure 6 is a horizontal sectional view through a pair of cylinders,showing the relation of the exhaust, pipe and the tubular connectionbetween the glue section. V

Figure 7 is a vertical sectional view at line 7-7 of Figure 6illustrating the inlet cylinders of an enfor a fuel charge to a workingcylinder, and the outlet or exhaust therefrom.

In Figure 2 of the drawings a standard type of gasolene engine or motorfor an automobile is illustrated having the crank case 1 and engine base2, and the usual form of crank shaft 3 is illustrated in Figure 1.

lVhile I have illustrated as one exemplification of the invention, afour cylinder, automobile type of engine, it will be understood that agreater number or a smaller number of cylinders may be used, but in eachinstance the cylinders are coupled in pairs. Thus the engine base 2 isfashioned with a pair of integral pump or compression cylinders and 5,arranged in parallelism, and upon the engine base the top section (3 ofthe engine block is secured, as by bolts, or in other convenient andsuitable manner. This top section or engine block is provided with theusual water jacket 7, and is fashioned with a lower horizontal flange 8,extending over, andforming'heads to close the two cylinders 4 and, 5.

The two adjacent working cylinders 9 and 10 are cast integral with thetop section of the engine block, and 'alined co-axially with theircomplementary pump cylinders 4i and Brespectively,and'the closed headsof these wo rkng cylinders areprovided vith the usual ignition devicesor spark plugs 11 as shown. Thecomplemcntary, co-axial cylindcrs ie? and510 have diifercntial areas, and the working. cylinders are each formedI with a dependingannular flange or extension 12, which'projectsdownwardly and opens into a pump cylinder. As best shown in Figures 1and 6, an integral tubular connection 13is provided be tween theexterior walls of the two working cylinders, for passage of gases fromone cylinder to another, by means of which the freshfuel charge istransferred from one pump cylinder to theworking cylinderadj centthereto. 'Atits ends thistubula-r con: nection has ports 13 in the wallsof the work ng cylinders asseen inFigs. 3, 6, and 7. The connection iscast integral with the cylinders, and is preferably a straightconnec'tion,offse t from alinement with the longitudinal or verticalaxes of the cylinders.

In'Figures 1, 2, 3, and 5, intake ports 1% are shown in the wall of aworking cylinder,

the latter portsbeing located below the flange or extension 8, while theports13 are positione d above said. flange. The carbureter 15 and fuelpipe 16 are also shown in Figure 5, and in dotted lines in Figure 2, forfurnishing the fuel charges.

In Figure 7 a plurality of openings 17 are indicated as exhaust portsleading to the exhaust. pipe 18 for gases of combustion, said portsbeing located in the wall of the pump cylinders below'the flange orpartition 8;

The pair of tandem or double pistons, are

indicated as a whole by the numerals 20 and 21 respectively, and as theyare of complementary construction, a description of one will suf ice forboth. The usual wrist pins and connecting rods 23 are employed forconnection with the crank shaft as shown in Figure 1. Each tandem ordouble piston, as in Figure l, comprises a tubular portion 2%, ofcomparatively large area, openat the bottom and adapted to reciprocatein its coniplementary work cylinder of the engine. A transversepartition 25 forms the head of the large pu'mp'piston, and as thispartition is located below the open, upper end of the tubular portion24, a compression space or annular chamber 25, is formed above thepiston head 25, exterior of the working piston 27. The working piston27, of smaller diameter than the pump piston, is an integral, hollow,cylindrical member, rising centrally from the partition 25, andadaptedtofrecip: rocatein its complementary working cylin; der of theengine. Theupper closed head 28 of the working piston is fashioned withav flange or shield 29 acting as abatliewall for fuel gases and gases ofcombustion, and. a series of vertically disposed, elongated ports orslots 30 are provided in the wa1lfofthe working piston, preferably atone side there of, for establishing communicationbetween the interior ofa working piston at its lower end, and a compression space 26, above thepartition 25 of the compression or pump piston. The usual packing rings31, and other accessories employed in connection with'thereciprocatingpistons, and suitable ports for admission of; fuel. chargesare of course'utilizcd. An additional pack ng ring 32 is used on eachof; the two work ngv pistons,

and located in such position thereon that when the working piston is atthe lower end,- of its-stroke, the r ng. 32 remains 111 the. ex:

tension 12 of the working cylinder. As. shown in Figure 2 this ring 32;not only closes the extension sleeve or flange 12 against from thecompression space 25, but the ring,v also forms an oil seal to preventegress of excess lubricating oil to the. interior of the work ng.cylinders Referring to Figure 1- it will be seen that a fuel charge thathas plGVlOltSli' been, ad

mitted through intake port 1% in Figures 3. and 5, has been compressedin the pump or compression chamber 26, at the upper end. I

of the pump cylinder 5, and during this operaticn of compression thisgas has been permitted to expand through elongated ports 30 into the,interior the working piston in cylinder 10. As the pump piston reachesthe end of its compression stroke, at the right in Figure 1, the upperends ofv ports or slots 30 register with the ports 13 of the passage 13as shown. Thus itv willbe seen that the intermediate pcrtionsof theseslots are closed by the annular flange or extension 12, and two seriesof ports are formed, one at the lower ends of the slots maintainingcommunication between the compression chamber 26 and the interior of theworking piston in cylinder 10, and an upperseries of ports registeringwith the ports 13 of passage 13.

As the combined area of the compression chamber in the upper end ofcylinder and that of the working piston in cylinder is greater than thearea of working cylinder 9, only a portion of the expanding chargepasses through passage 13 to the working cylinder 9. Then this chargehas been admitted to cylinder 9, it is compressed by the upstroke ofpiston 21, this re-compression of the charge being followed by ignitionproperly timed, to force the piston downward on its working stroke. Asthe piston reaches the end of its working stroke .(as at the left inFigure 1), the exhaust gases are free to pass through port 17 to theexhaust .pipe 18. The baflle wall 29 of the working piston, is at thistime in position in front'of port 13 to divert any fuel gas upwardlyinto the working cylinder and away from contact with exhaust gases, thuspreventing escape of fuel gases with the exhaust gases of combustion.

With the piston 21 in its lowermost position, as in Figure 5, a freshfuel charge is admitted to the pump cylinder at, above the annular space26, and this charge passes through slots .30 into the interior of theworking piston 27 of piston 21. This fresh fuel charge absorbs heat fromthe interior of the working piston, thus cooling its walls and head. Theupstroke of the pump piston compresses the fuel charge as the area ofthe compression chamber 26 is reduced, and when the upper ends of theslottedv portion, or ports 30 of the working piston register with ports13, a fuel charge is transferred from the interior of the working pistonthrough passage 13 to the interior of the working cylinder 10.

In this manner the two sections of the motor or engine alternate intheir actions of compressing a fresh fuel charge and passing this chargefrom the pump cylinder of one section to the working cylinder of theadja cent section. In the adjacent working cylinder, the expanded supplyis again compressed or re-compressed previous to the working stroke ofthat piston. By utilizing a portion of the gases of combustion with thefresh fuel charge economy in fuel consumption is accomplished. Theintroduction of the fresh fuel supply to the interior of both thecompression of pump pistons and to the interior of the working pistonssecures the transfer or exchange of heat from the walls of those pistonsto the fuel charge, enhancing the efficiency of the fuel char e andcooling the walls of the working pistons which'results in theelimination of a tendency to stick on the part of the pistons within thecylinder walls.

Having thus fully described my invention, what I claim as new and desireto secure by Letters Patent is 1 I 1. The combination in an'internalcombustion. engine including communicatin sections, of a pair ofco-axial differentia cylinders forming a pump cylinder and a workingcylinder, a double piston comprising a hollow, slotted working pistonhaving a closed bottom and a pump piston having a closed bottom adaptedto form a compression chamber in said pump cylinder, and means operativeunder movement of the slotted working piston whereby a fuel charge maybe transferred from said compression chamber via the interior of theworking piston to the adjacent section.

2. The combination with adjacent, communicating, engine sections, of apair of coaxial, differential pump and working cylinders and an annularflange on the working cylinder located in the pump cylinder, a hollow,slotted Working piston having a closed bottom, and an integral pumpingpiston having a closed bottom adapted to form a compression chamber inthe pumping cylinder whereby a fuel charge may be transferred from saidpumping cylinder via the interior of the working piston to the workingcylinder of the adjacent section.

3. The combination with an engine base comprising adjacent pumpingcylinders, of an engine block comprising integral -pumping cylindershaving a transverse partition forming heads to the pumping cylinders,annular flanges on said working cylinders, a

tubular connection between said working cylinders, double hollow tandempistons operating in said cylinders and means for transferring a fuelcharge from a pump cylinder through a working piston to an adjacentworking cylinder, at single transverse member forming a closed bottomfor the tandem pistons.

4. The combination with differential, coaxial pump and workingcylinders, and an annular flange on theworking cylinder located in thepump cylinder, of a hollow, slotted working piston having closed endsand side slots at its lower end, a packing ring on the piston located atall times above the lower extremity of said annular flange, and apumping piston integral with the working piston and surrounding theslotted portion of said piston to form a compressionchamher in thepumping cylinder whereby afuel charge may be transferred from saidpumping cylinder to an adjacent portion of an engine.

5. The combination with a co-axial and differential pumping cylinder andworking cylinder, of an exterior flange and a depending flange on the-Workingcylinder forming an annular compression space in the pumpcylinder, a pump piston having a transverse p artition' and an integral-Working 5 piston forming an annular compression space in the upper endof the pumping piston, said Working piston having elongated portsadapted to establish communication between acompression chamber formedby seiclcompression spaces and a part of 10 the Working cylinder.

In testimony whereof I afiix my signature.

THOS. A. HUTSELL.

